Internal combustion motor



Aug. l12, 1,941. v. J. KELLER INTERNAL COMBUSTION MOTOR Filed Sept 28, 1940 u muuu In ventur- V/)f C r se/ /r Q By @M @01522 A omey Aug.A 12, 1941. v. J. KELLER I INTERNAL coMBUsTIoN MOTOR Filed Sept. 28, 1940 4 Sheets-Sheet 2 Ke /n @f JM .7 n e C .ym

Attorney V. J. KELLER INTERNAL COMBUSTION .MOTOR Au@ m, w41;

Filed Sept. 28, 1940 4 Sheets-Sheet I5 Attorney 'Aug 12 1'94L v.y J. KELLER 2,252,512

INTERNAL coMBusTroN MOTOR Filed sepi. 28, 1940 `4 sheets-sheet 4 gy I orney` Patented Aug. 12, 1941 l `UNITED STATES [PATENT OFFICE INTERNAL ooMUsTIoN Moron Vincent Joseph Keller, Davenport, Iowa Application september 2s, nuo, serial No. 358,914

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This invention relates to an internal combustion motor, the general object of the invention being to so construct and arrange the parts that the piston acts as valve means for controlling the inlet and exhaust ports and to provide an eicient and economical motor which is very effective for use on aircraft.

Another object of the invention is to provide a high speed impeller for forcing a 'combustible mixture into the cylinder, with means whereby the piston on its downward stroke will first uncover the exhaust port and then the inlet port so that the fluid forced into the cylinder through the inlet port will act to scavenge the remaining exhaust gases through the exhaust port.

This invention also consists in certain other features of construction and in the combination and arrangement of the several parts to be hereinafter fully described, illustrated in the accompanying drawings and specifically pointed out in the appended claim.

In describing the invention in detail, reference will be had to the accompanying drawings wherein like characters denote like or corresponding parts throughout the several Views, and in which- Figure 1 is a vertical sectional view. through the improved engine taken longitudinally of the engine, this view showing two ofthe cylinders and a, part of the inlet manifold in elevation. Figure 2 is a top plan view of the'motor.

Figure 3 isa section on the line 3 3 of Figure 1.

Figure 4 is -a section on the line 6 4 of Figure 1.

Figure 5 is a section on the line 5 5 of Figure 1.

In these views, the numeral I indicates the crankcase in which the crankshaft 2 is journaled and a plurality of cylinders 3 extend upwardly from the crankcase and each cylinder contains an elongated piston 4 which has rings 5 at its upper and lower ends. The pistons are connected with the cranks of the crankshaft by the connecting `rods E. Intermediate the end of each `cylinder are the inlet ports 1 and the outlet ports t, these ports 1 and 8 being located in opposite sides of the cylinder with the inlet ports 1 having their .upper walls arranged below the plane of the upper walls of the outlet ports as shown in Figure 3. Also, the outlet ports are larger than the inlet ports. munication with the inlet ports and an exhaust manifold I0 receives the exhaust gases from the exhaust ports. A fan or impeiler casing II is An inlet manifold 9 is in comsupported from one end of the motor andcontains the fan or impeller I2 which= is attached to trally arranged air inlet member I6 with which the fuel nozzle I1 is in communication so that when the fan or impeller is rotated air and fuel will be drawn into the casing II to provide an 4explosive mixture and this mixture after being thoroughly mixed in the casing Il by the fan I2 is driven with considerable pressure through the y outlet I8 of the casing Il into the inlet manifold 9.

As shown in Figure 3, when the piston nears the bottom of the stroke it will rst'uncover the exhaust port 8 so that the exhaust gases can iiow from the upper portion of the cylinder through the-port 8 into the exhaust manifold Il) and upon further downward movement of the piston it will uncover the inlet port 1 so that the mixture under pressure will pass from the casing II into the manifold and then through the port 1 into the cylinder above th'e piston. The rst portion of the mixture will force out any exhaust gases which remain in the cylinder and then on the upward movement of the piston both sets of ports 1 and 8 are closed andthe mixture is compressed in the top part of the cylinder and is exploded or ignited in any suitable manner, such as by means of an ignition system including a spark plug I9.

As will be seen the motor is a two-stroke one and it eliminates the mixing of the gas and oil together which is usually done with this type of motor.

While the drawings show the motor with the cylinders in a straight line, it will, of course, be

understood that all types of motors can be cona crankshaft therein, cylinders connected with the case and having inlet and outlet ports in intermediate portions of their side parts with the exhaust ports arranged opposite the inlet ports and the exhaust port of each cylinder being .of larger area than the inlet port of said cylinder crankshaft, each piston having upper and lower' rings and each piston 'closing the inlet and exhaust ports when in raised position and iirst uncovering the exhaust port and then the inlet port 15 as the piston moves downwardly, a casing connected to an end of the crankcase and having an air inlet, a fuel delivery device extending into the air inlet, a fan in the casing, a shaft journaled in said end of the crankcase and in a part of the casing and connected with the fan, said shaft extending into the crankcase, a gear on the shaft located in the crankcase and a gear on the adjacent end of the crankshaft and meshing with the gear of the shaft for rotating the same at high speed and a manifold receiving the mixture` from thefan casing and delivering the mixture to the inlet ports.

VINCENT JosEPH KELLER. 

